DFC
I also agree that possible with the exception of some choke points below the London TMA, one is more likely to have an airprox in VMC than in IMC.
Of course, one reason that fewer airproxes are reported in IMC must be that we may be totally unaware of them
Which is why I think that it is more helpful to talk in terms of collisions than airproxes. As
Vintage ATCO (I think it was he) said a couple of days ago "a miss is as good as three miles!"
I wonder though, whether the choke points are any more dangerous in IMC than VMC.
I fly between OCK and BIG in VMC on weekends from time to time and it's horrific. Sometimes there seems to be more metal than air.
I don't know if, in the early days, it was easier to see other aircraft than now, but in the present mixed traffic environment in the Epsom area, with 250kt bizjets, 180kt twins, 120kt singles, 100kt rotaries, 80kt singles and 40kt microlights the chances of seeing other aircraft seems to be small. I often fly with two or three other pilots and we all miss seeing something until it zooms past.
What I rely on, and believe to be true, is that the number of people who are flying in Class G and who would choose to be in IMC is considerably less than those who would choose VMC, or not fly at all if VMC is marginal or unavailable, which is why I am happiest in the choke points in IMC rather than VMC. However, I take the precaution of not flying at an exact multiple of 100s of feet (2250 would be typical in the Epsom/Dorking/Guildford area) and I avoid passing through beacons, preferably by a couple of miles.
Will